A combined fleet turning coordination method and system based on intelligent control

Abstract

The application provides a kind of combination ship team steering cooperation method and system based on intelligent control, it is related to data processing technical field, the method comprises: the cooperative steering deviation of calculating actual track and preset reference path;If cooperative steering deviation exceeds preset cooperative deviation threshold, general dynamic point set convex hull updating algorithm generates real-time safe navigation boundary;According to the spatial position relationship of cooperative steering deviation and real-time safe navigation boundary, calculate hydraulic pressure correction parameter and rudder angle compensation amount;Hydraulic pressure correction parameter is converted into pressure regulating instruction, and the pressure self-adapting adjustment mechanism of driving hydraulic system is executed to compensate steering action.The application reduces steering deviation, improves the navigational safety under complex environment.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of data processing, in particular to a combined fleet turning coordination method and system based on intelligent control. BACKGROUND

[0002] With the rapid development of global shipping industry, combined fleets are increasingly widely used in the fields of bulk cargo transportation, ocean engineering, etc. The coordinated turning control of combined fleets directly affects the safety, efficiency and energy consumption level of navigation. Traditional turning control methods for some fleets face technical bottlenecks such as poor coordination of multiple ships, insufficient adaptability to dynamic environment, and response lag of hydraulic systems, which may not meet the high-precision control requirements in complex marine environments. Therefore, it is of great theoretical significance and engineering application value to invent a combined fleet turning coordination method based on intelligent control.

[0003] Traditional combined fleets mostly use centralized control architecture, and the main ship uniformly schedules the turning actions of each barge through preset instructions, mainly relying on real-time decision-making of the main ship. The main ship needs to process a large amount of sensor data and generate global instructions, resulting in long control period and inability to respond to sudden environmental changes (such as strong winds and strong currents) in time. There is a lack of autonomous coordination mechanism among barges, which is prone to turning out of sync and cumulative deviation of the navigation track. SUMMARY

[0004] The technical problem to be solved by the present application is to provide a combined fleet turning coordination method and system based on intelligent control, which reduces turning deviation and improves navigation safety in complex environments.

[0005] To solve the above technical problems, the technical solution of the present application is as follows:

[0006] In a first aspect, a combined fleet turning coordination method based on intelligent control is provided, which comprises:

[0007] Step 1: The main propulsion power ship collects real-time navigation environment perception data and target turning angle instructions, and generates a fleet global turning control instruction;

[0008] Step 2: Receive the fleet global turning control instruction, use the pre-stored ship turning sequence logic and rudder angle distribution algorithm to generate distributed hydraulic rudder machine control signals for each barge and auxiliary function ship;

[0009] Step 3: According to the received distributed hydraulic rudder machine control signal, drive the hydraulic drive rudder machine to execute the turning angle displacement through the preset rudder machine action time sequence trigger;

[0010] Step 4: Based on the turning angle displacement, the ship position data is collected by the sensors carried by the ship to generate a set of ship position points and transmitted back to the central control system;

[0011] Step 5, the central control system calculates the cooperative turning deviation between the actual track and the preset reference path based on the set of ship position points;

[0012] Step 6, if the cooperative turning deviation exceeds the preset cooperative deviation threshold, a general dynamic point set convex hull update algorithm generates a real-time safe navigation boundary; according to the spatial position relationship between the cooperative turning deviation and the real-time safe navigation boundary, a hydraulic pressure correction parameter and a rudder angle compensation amount are calculated; the hydraulic pressure correction parameter is converted into a pressure adjustment instruction to drive the pressure self-adaptive adjustment mechanism of the hydraulic system to execute a compensation turning action.

[0013] Further, a global turning control instruction of the fleet is received, and a pre-stored ship turning sequence logic and a rudder angle distribution algorithm are used to generate distributed hydraulic rudder control signals of each barge and auxiliary functional ship, including:

[0014] The central control system extracts a target turning angle parameter in the global turning control instruction of the fleet; based on the extracted target turning angle and the fleet configuration identifier, the pre-stored ship turning sequence logic is searched to match a turning sequence rule and a ship spacing influence coefficient suitable for the current turning scenario;

[0015] Based on the turning sequence rule, a reference start timing of each barge and auxiliary functional ship in the fleet turning sequence is calculated; based on the ship spacing influence coefficient, a reference rudder angle proportion coefficient of each ship relative to the main propulsion ship is calculated;

[0016] The proportion coefficient is processed by a pre-stored rudder angle distribution algorithm to generate an actual relative turning angle instruction value associated with the reference start timing; according to the relative turning angle instruction value, a target rudder angle displacement amount and a hydraulic pressure reference value are generated through a preset hydraulic control parameter conversion relationship to generate a set of distributed hydraulic rudder control signals.

[0017] Further, according to the received distributed hydraulic rudder control signals, a rudder action timing trigger is triggered to drive the hydraulic drive rudder to execute a turning angle displacement, including:

[0018] The hydraulic rudder control signal is analyzed to extract a target rudder angle displacement amount and a hydraulic pressure reference value of the specified ship, and the target rudder angle displacement amount is input into the preset rudder action timing trigger to calculate an accurate start time and an expected time profile of the hydraulic rudder action;

[0019] The expected time profile generates a rudder angle displacement instruction sequence through the rudder action timing trigger;

[0020] Based on the rudder angle displacement change rate and the target displacement amount contained in the rudder angle displacement instruction sequence, and combined with the hydraulic pressure reference value, a real-time hydraulic pressure set value is generated through a preset hydraulic pressure self-adaptive mapping relationship;

[0021] Based on the rudder angle displacement instruction sequence and the real-time hydraulic pressure set value, a hydraulic steering engine driving instruction package is generated; according to the rudder angle displacement requirement at each time point in the instruction package and the corresponding real-time hydraulic pressure set value, the output of the hydraulic valve and the hydraulic pump is controlled to drive the hydraulic cylinder to move, and the linear motion of the hydraulic cylinder is converted into the rotary motion of the rudder blade through the tiller mechanism to execute the target rudder angle displacement.

[0022] Further, based on the steering angle displacement, a ship position data set is generated by a sensor carried by the ship and returned to the central control system, including:

[0023] Based on the steering angle displacement, a multi-source position sensor carried by the ship is triggered to collect real-time original position and attitude data of the ship;

[0024] Based on the original position and attitude data, a preset multi-sensor data fusion algorithm is called to sequentially perform time synchronization alignment, filtering and noise reduction, and data fusion processing to generate the geographical position coordinates and heading angle of the ship at the current time;

[0025] According to the geographical position coordinates and the heading angle, a timestamp is bound to generate a ship position point with space-time attributes; the ship position point is processed to obtain a ship position point sequence arranged in time sequence according to the timestamp;

[0026] If the number of accumulated ship position points reaches the end of the collection time window, all position points in the sequence are arranged to obtain a ship position point set; the ship position point set is returned to the central control system in real time through the shipborne communication network.

[0027] Further, the central control system calculates the cooperative steering deviation amount of the actual track and the preset reference path based on the ship position point set, including:

[0028] The central control system receives and analyzes the ship position point set, extracts the geographical position coordinates and heading angle information contained in each ship position point in the point set arranged in time sequence according to the timestamp, and generates a time sequence track point set of the actual motion track of the ship;

[0029] Based on the time sequence track point set, the central control system adopts a spline curve fitting method to generate a smooth continuous curve between adjacent track points, and reconstructs the actual sailing track of the ship during the execution of the steering action;

[0030] According to the actual sailing track, each actual track point is matched with its nearest projection point on the preset reference path and the reference heading angle; and based on the projection point, the vertical distance of the actual track point from the projection point is calculated to obtain the lateral offset; the angle difference between the actual heading angle and the reference heading angle is calculated to generate the heading deviation;

[0031] The lateral offset and the heading deviation at the same time are weighted and summed to generate a single-time cooperative steering deviation;

[0032] Further, if the cooperative steering deviation exceeds a preset cooperative deviation threshold, a general dynamic point set convex hull updating algorithm generates a real-time safe navigation boundary; according to the spatial position relationship between the cooperative steering deviation and the real-time safe navigation boundary, a hydraulic pressure correction parameter and a rudder angle compensation amount are calculated, including:

[0033] After filtering outliers based on the ship position point set, a minimum convex polygon is calculated to obtain a basic boundary, which is then fused with the safety boundary vertices of the previous time window to update the vertex coordinates, thereby generating a real-time safe navigation boundary;

[0034] Based on the cooperative steering deviation, actual track point coordinates are extracted, the shortest distance to the real-time safe navigation boundary is calculated to generate a boundary proximity value, and the angle between the actual track point deviation direction and the boundary nearest tangent is calculated to generate a boundary angle value;

[0035] Based on the proportion of the boundary proximity value and the preset safety threshold, a pressure compensation strength coefficient is calculated to generate a hydraulic pressure correction parameter, and according to the direction and amplitude of the boundary angle value, a rudder angle compensation amount is calculated;

[0036] Further, the hydraulic pressure correction parameter is converted into a pressure adjustment instruction to drive the pressure self-adaptive adjustment mechanism of the hydraulic system to perform a compensation steering action, including:

[0037] The hydraulic pressure correction parameter is unit-normalized to generate a pressure adjustment reference value, and the rudder angle compensation amount is discretely sampled to generate a time series compensation angle value, thereby obtaining an integrated compensation parameter set containing both;

[0038] The time series compensation angle value is converted into a rudder angle displacement rate curve; the pressure adjustment reference value and the rate curve are bound by time stamp; a time-space synchronous compensation instruction package is generated;

[0039] The compensation instruction package extracts the real-time change gradient value of the rudder angle displacement rate, and according to the gradient value, a dynamic pressure compensation amount is generated by matching the corresponding relationship between the preset displacement gradient and the pressure correction parameter, which is superimposed on the pressure reference value in the instruction package to generate a final hydraulic drive instruction set;

[0040] The hydraulic drive instruction set controls the hydraulic valve opening degree according to the time sequence, adjusts the hydraulic pump pressure to the real-time set value, and completes the compensation steering action.

[0041] In a second aspect, a combined ship fleet steering cooperation system based on intelligent control includes:

[0042] The acquisition module is used for the main propulsion power ship to collect real-time navigation environment perception data and target steering angle instructions to generate a ship fleet global steering control instruction;

[0043] The receiving module is configured to receive a global turning control instruction of the fleet, generate distributed hydraulic rudder control signals of each barge and auxiliary function ship by using pre-stored ship turning sequence logic and rudder angle distribution algorithm.

[0044] The executing module is configured to drive the hydraulic drive rudder to perform turning angle displacement by a preset rudder action timing trigger according to the received distributed hydraulic rudder control signals.

[0045] The returning module is configured to generate a ship position point set by collecting ship position data of the ship through a sensor carried by the ship based on the turning angle displacement and return the ship position point set to the central control system.

[0046] The calculating module is configured to calculate a cooperative turning deviation amount of an actual track and a preset reference path based on the ship position point set by the central control system.

[0047] The adjusting module is configured to generate a real-time safe navigation boundary by a general dynamic point set convex hull updating algorithm if the cooperative turning deviation amount exceeds a preset cooperative deviation threshold, calculate a hydraulic pressure correction parameter and a rudder angle compensation amount according to a spatial position relationship between the cooperative turning deviation amount and the real-time safe navigation boundary, convert the hydraulic pressure correction parameter into a pressure adjustment instruction, and drive a pressure self-adaptive adjustment mechanism of the hydraulic system to perform a compensation turning action.

[0048] In a third aspect, a computing device includes:

[0049] One or more processors;

[0050] A storage device storing one or more programs, when executed by the one or more processors, cause the one or more processors to implement the method.

[0051] In a fourth aspect, a computer-readable storage medium stores a program, which, when executed by a processor, implements the method.

[0052] The above-mentioned scheme of the present application has at least the following beneficial effects:

[0053] The global turning control instruction is generated by real-time data collection of the main propulsion power ship, and the distributed control signals are generated by combining the pre-stored ship turning sequence logic and the rudder angle distribution algorithm, so that the turning actions of each barge and auxiliary function ship are more suitable for the overall navigation demand, the turning deviation caused by inaccurate instructions is reduced, and the cooperative effect of the fleet overall turning is improved.

[0054] In addition, the dynamic point set convex hull updating algorithm is used to generate the safe navigation boundary in real time, the hydraulic pressure and rudder angle are compensated and adjusted according to the spatial position relationship between the collaborative steering deviation and the boundary, the deviation exceeding the threshold can be corrected in time, and the navigation safety under complex environment is improved. Real-time collection of navigation environment sensing data and generation and adjustment of control instructions can make the fleet maintain good steering collaborative performance under different wind and flow environment conditions, and improve the adaptability and reliability of the fleet in complex and variable environment. BRIEF DESCRIPTION OF DRAWINGS

[0055] Figure 1 is a kind of combined fleet steering collaborative method flow chart based on intelligent control provided by the embodiment of the application.

[0056] Figure 2 is a kind of combined fleet steering collaborative system schematic diagram based on intelligent control provided by the embodiment of the application. DETAILED DESCRIPTION

[0057] Exemplary embodiments of the present disclosure will be described in greater detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, the embodiments are provided to enable a more thorough understanding of the present disclosure and to convey the scope of the present disclosure to those skilled in the art.

[0058] As Figure 1 shown, the embodiment of the application proposes a combined fleet steering collaborative method based on intelligent control, which comprises the following steps:

[0059] Step 1, the main propulsion power ship collects navigation environment sensing data and target steering angle instructions in real time, and generates fleet global steering control instructions;

[0060] Step 2, receiving the fleet global steering control instructions, using the pre-stored ship steering sequence logic and rudder angle distribution algorithm, generating distributed hydraulic rudder control signals for each barge and auxiliary function ship;

[0061] Step 3, according to the received distributed hydraulic rudder control signal, through the preset rudder action time sequence trigger, driving the hydraulic drive rudder to execute the steering angle displacement;

[0062] Step 4, based on the steering angle displacement, the ship position data is collected by the sensor carried by the ship to generate the ship position point set and return to the central control system;

[0063] Step 5, the central control system calculates the collaborative steering deviation between the actual track and the preset reference path based on the ship position point set;

[0064] If the cooperative turning deviation exceeds the preset cooperative deviation threshold, the general dynamic point set convex hull updating algorithm generates a real-time safe navigation boundary; according to the spatial position relationship between the cooperative turning deviation and the real-time safe navigation boundary, a hydraulic pressure correction parameter and a rudder angle compensation amount are calculated; the hydraulic pressure correction parameter is converted into a pressure adjustment instruction to drive the pressure self-adaptive adjustment mechanism of the hydraulic system to perform a compensation turning action.

[0065] In the embodiment of the present application, global turning control instructions are generated in real time by collecting data from the main propulsion power ship, and distributed control signals are generated in combination with the pre-stored ship turning sequence logic and rudder angle distribution algorithm, so that the turning actions of each barge and auxiliary function ship are more in line with the overall navigation requirements, the turning deviation caused by inaccurate instructions is reduced, and the cooperative effect of the overall turning of the fleet is improved.

[0066] In addition, the dynamic point set convex hull updating algorithm is used to generate a safe navigation boundary in real time, and the hydraulic pressure and rudder angle are compensated and adjusted according to the spatial position relationship between the cooperative turning deviation and the boundary, so that the deviation exceeding the threshold can be corrected in time, and the navigation safety in complex environments is improved. Collecting navigation environment perception data in real time and generating and adjusting control instructions accordingly can enable the fleet to maintain good turning cooperative performance under different wind and current environmental conditions, and improve the adaptability and reliability of the fleet in complex and variable environments.

[0067] In a preferred embodiment of the present application, the global turning control instructions of the fleet are received, and the pre-stored ship turning sequence logic and rudder angle distribution algorithm are used to generate distributed hydraulic rudder control signals for each barge and auxiliary function ship, including:

[0068] The central control system extracts a target turning angle parameter in the global turning control instructions of the fleet; based on the extracted target turning angle and the fleet configuration identifier, the pre-stored ship turning sequence logic is retrieved to match the turning sequence rules and ship spacing influence coefficients suitable for the current turning scene;

[0069] Based on the turning sequence rules, the reference start timing of each barge and auxiliary function ship in the fleet turning sequence is calculated; based on the ship spacing influence coefficients, the reference rudder angle proportionality coefficients of each ship relative to the main propulsion power ship are calculated;

[0070] The proportionality coefficients are processed by the pre-stored rudder angle distribution algorithm to generate actual relative turning angle instruction values associated with the reference start timing; according to the relative turning angle instruction values, target rudder angle displacement amounts and hydraulic pressure reference values are generated through a preset hydraulic control parameter conversion relationship to generate a set of distributed hydraulic rudder control signals.

[0071] In the embodiment of the present application, the central control system parses the core target steering angle parameters, including the steering angle size and direction, from the global steering control instruction of the fleet; the parameters need to meet the actual navigation scene constraints: the small angle fine tuning (suitable for route fine correction) range is ±1° to ±5°; the regular steering (suitable for channel turning) range is ±5° to ±20°; and the large angle steering (suitable for emergency obstacle avoidance or U-turn) range is ±20° to ±30°.

[0072] The pre-stored ship steering sequence logic database is called, combined with the extracted target steering angle and the current fleet configuration identifier (including the number of barges and auxiliary functional ships, the arrangement mode (such as single longitudinal formation, multi-column parallel), the relative position of each ship to the main propulsion power ship, etc.), the steering sequence rules suitable for the scene (such as “inside ship priority start”, “start from near to far according to the distance from the main ship” and the like) and the ship spacing influence coefficient are matched.

[0073] The ship spacing influence coefficient value range is 0.8 to 1.5, which is determined by the ratio of the actual spacing to the safe spacing (usually 1.2 times the length of the ship body): when the actual spacing is less than or equal to the safe spacing, the coefficient is 0.8 to 1.0 (the smaller the spacing, the smaller the coefficient), to suppress the rudder angle increment and reduce the collision risk; when the actual spacing is greater than the safe spacing, the coefficient is 1.0 to 1.5 (the larger the spacing, the larger the coefficient), to allow a larger rudder angle to ensure steering efficiency.

[0074] According to the matched steering sequence rules, taking the steering start time of the main propulsion power ship as the reference point, combined with the position priority of each ship in the fleet, the relative start delay time of each barge and auxiliary functional ship is calculated.

[0075] The single-ship delay of a small fleet (3 to 5 ships) is 0.5 to 1.5 seconds, and the single-ship delay of a large fleet (6 to 10 ships) is 1.5 to 3 seconds, and needs to meet the coordination principle that “the rear ship starts steering when the front ship completes 30% to 50% of the steering action”, to avoid water flow interference superposition caused by multiple ships moving at the same time.

[0076] Based on the ship spacing influence coefficient, combined with the spatial position (inside or outside) of each ship relative to the main propulsion power ship, the reference rudder angle proportion coefficient (value range 0.6 to 1.3) of each ship is calculated, and the specific process is as follows:

[0077] The reference proportion coefficient of the main propulsion power ship is fixed at 1.0 as a reference;

[0078] Position type classification: Vessels located inside the turning arc (smaller turning radius) need to reduce the rudder angle to avoid excessive inward deviation, with a basic proportional coefficient of 0.6 to 0.9; Vessels located outside the turning arc (larger turning radius) need to increase the rudder angle to keep up with the main ship's trajectory, with a basic proportional coefficient of 1.0 to 1.3; Introduce spacing influence coefficient correction: Multiply the vessel spacing influence coefficient (0.8 to 1.5) by the basic proportional coefficient to obtain the initially corrected proportional coefficient; Superimpose performance constraints: Combine with the maximum turning angle of the single-ship rudder (usually ≤35°) for verification. If the product of the corrected proportional coefficient and the target turning angle of the main ship exceeds the maximum turning angle, the proportional coefficient is further reduced to ensure that the actual rudder angle of the single ship does not exceed the limit.

[0079] The reference rudder angle proportional coefficient is input into the pre-stored rudder angle allocation algorithm. The algorithm will make secondary corrections based on the actual performance parameters of each ship (such as rudder response speed and ship inertial characteristics). For example, if a barge has a large steering inertia due to excessive load, the algorithm will appropriately increase its proportional coefficient to ensure steering efficiency; if the rudder of an auxiliary ship is aging, the coefficient will be reduced to avoid overload. Finally, the actual relative steering angle command for each ship is generated and associated with its reference start sequence to clarify the specific command "a ship performs a certain angle steering at a certain time".

[0080] Based on the actual relative steering angle command, and through the preset hydraulic control parameter conversion relationship (correspondence between steering angle and servo mechanical displacement, and correspondence between displacement and required hydraulic pressure), the target servo angle displacement and hydraulic pressure reference values ​​are calculated:

[0081] The hydraulic pressure reference value range is 10-25 MPa, with 10-15 MPa for small-angle steering (<10°), 15-20 MPa for medium-angle steering (10°-20°), and 20-25 MPa for large-angle steering (>20°). If the ship is fully loaded, the pressure value is taken at the upper limit of the corresponding range to match the load requirements. The parameters are integrated into a standardized control signal containing timing marks, displacement, and pressure values ​​to form a distributed hydraulic steering gear control signal set, which is sent to the corresponding ships.

[0082] By employing clear timing rules and spacing coefficients adapted to specific scenarios, the system ensures the orderly coordination of steering actions by each vessel, avoiding collision risks caused by conflicting actions and improving overall fleet coordination. Combining positional characteristics, spacing relationships, and performance constraints, the proportional coefficient calculation ensures that rudder angle allocation conforms to both global steering objectives and individual vessel characteristics, reducing issues of oversteering or understeering. The parameter value range covers different steering requirements and fleet sizes, and through dynamic matching logic, it can adapt to diverse fleet configurations and navigation environments. Hydraulic pressure parameters are linked to steering angle and load status to prevent rudder overload or insufficient power, extending equipment life while ensuring precise steering actions.

[0083] In a preferred embodiment of the present invention, based on the received distributed hydraulic servo control signal, a preset servo action timing trigger drives the hydraulically driven servo to perform a steering angle displacement, including:

[0084] The hydraulic steering gear control signal is analyzed, the target rudder angle displacement and hydraulic pressure reference value of the ship are extracted, and the target rudder angle displacement is input into the preset steering gear action timing trigger to calculate the accurate start time and expected time profile of the hydraulic steering gear action.

[0085] The expected time profile is used to generate a rudder angle displacement command sequence through a rudder action timing trigger.

[0086] Based on the rudder angle displacement change rate and target displacement contained in the rudder angle displacement command sequence, and combined with the hydraulic pressure reference value, a real-time hydraulic pressure setpoint is generated through a preset hydraulic pressure adaptive mapping relationship.

[0087] Based on the rudder angle displacement command sequence and the real-time hydraulic pressure setpoint, a hydraulic rudder drive command package is generated. According to the rudder angle displacement requirement at each time point in the command package and the corresponding real-time hydraulic pressure setpoint, the output of the hydraulic valve and hydraulic pump is controlled to drive the hydraulic cylinder to move. The linear motion of the hydraulic cylinder is converted into the rotational motion of the rudder blade through the rudder handle mechanism to execute the target rudder angle displacement.

[0088] In this embodiment of the invention, after receiving the distributed hydraulic servo motor control signal, two key parameters are analyzed:

[0089] Target rudder angle displacement: This refers to the mechanical displacement that the rudder blade needs to complete. According to the steering requirements, it is divided into small displacement (≤5cm, corresponding to ±1°~±5° steering), medium displacement (5~15cm, corresponding to ±5°~±20° steering), and large displacement (>15cm, corresponding to ±20°~±30° steering). The error needs to be controlled within ±0.3cm.

[0090] Hydraulic pressure reference value: related to steering angle, small angle corresponds to 10~15MPa, medium angle corresponds to 15~20MPa, and large angle corresponds to 20~25MPa.

[0091] Input the target rudder angle displacement into the servo motor action timing trigger and calculate:

[0092] Accurate start time: The deviation from the baseline start time issued by the central control system shall not exceed ±0.1 seconds to ensure that the actions of each ship in the fleet are orderly; Expected time profile: The total duration is dynamically set according to the displacement, with small displacement corresponding to 0.5 to 1 second, medium displacement corresponding to 1 to 2 seconds, and large displacement corresponding to 2 to 3 seconds; and divided into the start phase (30% of the total time), constant speed phase (40% of the total time), and deceleration phase (30% of the total time) in a 3:4:3 ratio.

[0093] Based on the expected time profile, the servo motor action timing trigger decomposes the total displacement into a continuous command sequence at time intervals of 0.05 to 0.1 seconds, for example:

[0094] When the target displacement is 20cm (large displacement) and the total time is 2 seconds, it is decomposed into 20 instructions at 0.1 seconds / step, and each instruction specifies the instantaneous displacement (e.g., 1cm at 0.1 seconds, 2cm at 0.2 seconds, ... 20cm at 2 seconds) to ensure smooth motion without abrupt changes; when the target displacement is small (e.g., 3cm) and the total time is 0.5 seconds, it is decomposed into 10 instructions at 0.05 seconds / step to avoid accuracy loss due to excessive step size.

[0095] Combining the displacement change rate (5-15 cm / s), target displacement, and pressure reference value in the rudder angle displacement command sequence, adjustments are made in stages through an adaptive hydraulic pressure mapping relationship:

[0096] Start-up phase (30% of total time): Select a pressure coefficient of 1.1 to 1.2 times the reference value based on the speed and displacement: Low speed (5 to 8 cm / s) + small displacement: take 1.1 times (e.g., reference value 10 MPa → 11 MPa); Medium speed (8 to 12 cm / s) + medium displacement: take 1.15 times (e.g., reference value 15 MPa → 17.25 MPa); High speed (12 to 15 cm / s) + large displacement: take 1.2 times (e.g., reference value 20 MPa → 24 MPa).

[0097] If the calculated value exceeds the system upper limit of 25MPa, it will be forced to be 25MPa (e.g., the baseline value is 22MPa × 1.2 = 26.4MPa → the actual value is 25MPa).

[0098] Constant speed phase (40% of total time):

[0099] Normal operating conditions: directly use the reference value (e.g., 18MPa); full load condition (load increased by more than 30%): increase the reference value by 5% to 10% (e.g., 20MPa → 21 to 22MPa, not exceeding 25MPa); servo motor jamming tendency (displacement deviation > 0.5cm): increase by 10% to 15% (e.g., 15MPa → 16.5 to 17.25MPa), and recover after 0.2 to 0.3 seconds.

[0100] Deceleration phase (30% of total time):

[0101] The pressure coefficient is selected based on the proportion of remaining displacement, which is 0.8 to 0.9 times the reference value: if the remaining displacement is >50%, take 0.9 times (e.g., 15MPa → 13.5MPa); if the remaining displacement is 30% to 50%, take 0.85 times (e.g., 20MPa → 17MPa); if the remaining displacement is ≤30%, take 0.8 times (e.g., 25MPa → 20MPa).

[0102] If the calculated value is lower than the system lower limit of 8MPa, it is forced to be 8MPa (e.g., the reference value is 9MPa × 0.8 = 7.2MPa → the actual value is 8MPa).

[0103] Displacement deviation is detected every 0.05 seconds. If the deviation is > ±0.3cm, the pressure is temporarily adjusted by 5% (e.g., 16MPa → 16.8MPa when lagging, 13.5MPa → 12.825MPa when leading). Each adjustment shall not exceed ±1MPa.

[0104] The rudder angle displacement command sequence (including timestamps and instantaneous displacement) is integrated with the real-time hydraulic pressure setpoint to generate a standardized drive command package. Based on this command package:

[0105] Controlling the opening of the hydraulic valve (adjusting the flow rate) and the output of the hydraulic pump (adjusting the pressure) drives the hydraulic cylinder to make linear motion at a set rate; through the rudder handle mechanism with a fixed transmission ratio (such as 1:5, that is, the hydraulic cylinder moves 1cm and the rudder blade rotates 5°), the linear motion is converted into the rotation of the rudder blade, and finally the target rudder angle displacement is achieved (steering angle error ≤ ±0.15°).

[0106] By employing time-series decomposition and dynamic pressure control, the system ensures synchronization between individual vessel actions and global commands, reducing fleet trajectory deviations. Phased pressure control avoids start-up shocks and deceleration overshoot, lowering maintenance costs. Continuous command sequences and smooth pressure transitions reduce mechanical vibration. Covering all scenarios from small-angle fine-tuning to large-angle sharp turns, it adapts to different vessel types and complex sea conditions through load sensing and jamming correction. Strict pressure upper and lower limits and adjustment constraints prevent hydraulic system overload or underpressure damage, reducing the failure rate.

[0107] In a preferred embodiment of the present invention, based on the steering angle displacement, the ship's position data is collected by sensors mounted on the ship to generate a set of ship position points and transmitted back to the central control system, including:

[0108] Based on the steering angle displacement, the ship's multi-source position sensors are triggered to collect the ship's real-time raw position and attitude data.

[0109] Based on the original position and attitude data, a preset multi-sensor data fusion algorithm is invoked to sequentially perform time synchronization alignment, filtering and noise reduction, and data fusion processing to generate the ship's current geographical location coordinates and heading angle.

[0110] Based on the geographical coordinates and heading angle, a timestamp is bound to generate ship position points with spatiotemporal attributes; the ship position points are then processed to obtain a sequence of ship position points arranged in order of timestamps.

[0111] If the accumulated number of ship position points reaches the end of the data collection time window, all position points in the sequence are organized to obtain a ship position point set; the ship position point set is then transmitted back to the central control system in real time through the shipborne communication network.

[0112] In this embodiment of the invention, the steering angle displacement is the change in the ship's heading angle (unit: degrees). When the change exceeds a set threshold (±0.5° to ±5°, with a larger threshold for large cargo ships and a smaller threshold for small speedboats), the multi-source position sensors (such as GPS, Beidou, inertial navigation system, etc.) are triggered to start collecting data.

[0113] Geographic location data: longitude (range -180° to 180°, positive for east longitude and negative for west longitude), latitude (range -90° to 90°, positive for north latitude and negative for south latitude). The original accuracy varies depending on the sensor type (GPS single-point positioning error ±5 to 15 meters, inertial navigation short-term error ±0.1 to 1 meter / minute).

[0114] Attitude data: heading angle (0°~360°, 0° is due north, increasing clockwise), roll angle (±1°~±30°, smaller boats experience greater fluctuations), pitch angle (±0.5°~±15°).

[0115] The sampling times of different sensors vary by ±10 to 100 milliseconds. They need to be unified to the UTC time base. The time difference between the data of each sensor should be controlled within ±10 milliseconds through timestamp calibration to ensure time dimension matching.

[0116] Based on the ship's maximum design speed (e.g., approximately 30 knots for merchant ships, 1 knot ≈ 0.514 m / s), the maximum displacement per unit time (approximately 15 meters per second) is calculated. If the instantaneous velocity calculated from the actual distance and time interval between two adjacent locations exceeds 1.2 times the maximum speed (approximately 18 m / s), it is marked as a suspected anomaly. This is then cross-validated using multi-sensor data. The position data from GPS and inertial navigation systems are compared; if the deviation exceeds 5 meters (static) or 10 meters (dynamic), the more stable historical sensor data is prioritized, and outliers with larger deviations are eliminated. Historical trajectory trends are also considered. If the heading angle at a certain point deviates from the average heading angle of the previous 5 points by more than 10° and cannot be explained by the ship's steering operation records (e.g., the rudder rotation angle does not reach the corresponding value), it is judged as an anomaly and eliminated.

[0117] The sliding window averaging method is adopted, and the window size is dynamically adjusted according to the sampling frequency (10 points are taken when the sampling interval is 0.1 seconds, and 3 points are taken when the sampling interval is 10 seconds). The position data within the window are assigned according to time weight (recent data accounts for 60% weight and earlier data accounts for 40%), and the weighted average is calculated as the smoothing result of the current point.

[0118] For heading angle data, exponential smoothing is used. By weighting the previous smoothed value with the current original value (70% weight for the current value and 30% weight for the previous value), high-frequency fluctuations are reduced, so that the smoothed heading angle fluctuates by no more than 0.5° per second, and the position coordinate fluctuation range is controlled within ±0.5 to ±3 meters.

[0119] Geographic coordinates generated by fusing multi-source data: latitude and longitude accuracy improved to ±1 to ±5 meters (accuracy can still be maintained within ±5 meters in obstructed scenarios after GPS is fused with inertial navigation); heading angle: error controlled within ±0.1° to ±1° (better than the ±5° error of GPS alone); timestamp: accurate to the millisecond level, bound to location data; location point sequence: arranged in ascending order by timestamp, with an interval of 0.1 to 10 seconds between adjacent points (shortened during sharp turns and lengthened during smooth navigation), and the sequence length is determined by the acquisition time window (a 1 to 10 minute window contains 60 to 600 points).

[0120] When the number of location points reaches the end of the acquisition time window (e.g., 100 points are preset), all points in the sequence are organized into a point set. Each point contains a millisecond-level timestamp, latitude and longitude with an accuracy of ±1 to ±5 meters, and a heading angle with an error of ±0.1° to ±1°. The data is then transmitted back to the central control system in real time through the shipborne communication network.

[0121] Data acquisition is triggered by steering angle displacement, avoiding redundant consumption from continuous sampling and reducing power consumption of sensors and communication modules. Multi-sensor fusion effectively compensates for errors from individual sensors, making position and heading angle data more reliable. Timestamped, ordered point sets provide accurate ship trajectory and navigation status data.

[0122] In a preferred embodiment of the present invention, the central control system calculates the cooperative steering deviation between the actual trajectory and a preset reference path based on a set of ship position points, including:

[0123] The central control system receives and parses the set of ship position points, extracts the geographical coordinates and heading angle information of each ship position point in the set, which is arranged in order by timestamp, and generates a time series track point set of the ship's actual motion trajectory.

[0124] Based on the time series track point set, the central control system uses the spline curve fitting method to generate a smooth continuous curve between adjacent track points, and reconstructs the actual navigation trajectory of the ship during the turning operation.

[0125] Based on the actual navigation trajectory, each actual track point is matched with its nearest projection point and reference heading angle on the preset reference path; the lateral offset is obtained by calculating the vertical distance between the actual track point and the projection point based on the projection point; and the heading deviation is generated by calculating the angle difference between the actual heading angle and the reference heading angle.

[0126] The lateral offset and heading deviation at the same moment are weighted and summed to generate the single-moment coordinated steering deviation.

[0127] In this embodiment of the invention, after receiving the set of ship position points, the central control system parses the core information of each point:

[0128] Geographic coordinates: latitude and longitude (accuracy ±1 to ±5 meters), format consistent with the original data (longitude -180° to 180°, latitude -90° to 90°); heading angle: error ±0.1° to ±1° (0° to 360°), timestamp accurate to milliseconds.

[0129] Arranged in ascending order by timestamp, forming a time series track point set, with an interval of 0.1 to 10 seconds between adjacent points (consistent with the ship sampling interval), and the sequence length depends on the acquisition window (e.g., 1 to 10 minutes containing 60 to 600 points).

[0130] The time series track point set is fitted using piecewise cubic spline curves:

[0131] Fitting method: Take two adjacent actual track points as endpoints and generate a continuous and smooth curve segment between the two points. Insert 5 to 10 interpolation points in each segment (adjust according to the distance between the two points; insert 5 points within 10 meters and 10 points above 50 meters) to ensure that the curve has no obvious bends.

[0132] Fitting accuracy: The maximum deviation between the fitted curve and the original track point does not exceed ±0.5 meters, ensuring that the trajectory shape is consistent with the actual navigation.

[0133] It consists of a planned sequence of latitude and longitude coordinates, including the reference heading angle (0°~360°, accuracy ±0.5°) for each waypoint, with a distance of 5~50 meters between adjacent reference points (larger distance in open waters and smaller distance in narrow waterways).

[0134] For each actual track point, search for the nearest point on the reference path as the projection point. The search range is the reference path segment 500 meters before and after the actual point (to avoid matching redundant points that are too far away).

[0135] If the projection point happens to fall on a reference point of the preset reference path, the heading angle of that reference point is directly used (accuracy ±0.5°).

[0136] If the projection point is located between two adjacent reference points (let the front reference point be A, the rear reference point be B, and the distance between A and B be 5 to 50 meters), the reference heading angle is obtained by linear interpolation. The specific steps are as follows:

[0137] Determine the position of the projection point: Measure the straight-line distance from the projection point to the front reference point A (denoted as d, unit: meter, 0 < d < the distance between A and B), calculate the distance ratio: k = d / (the distance between A and B), and the value range of k is 0 to 1 (for example, if the distance between A and B is 20 meters and the projection point is 8 meters away from A, then k = 0.4).

[0138] Calculate the heading angle difference between A and B (denoted as Δθ, unit: degree), and the value range of Δθ is ±0 to ±30° (because the heading angle of adjacent reference points changes smoothly to avoid large jumps). If the absolute value of Δθ exceeds 180°, first convert it to an equivalent small angle (for example, if A is 350° and B is 10°, Δθ is converted to 20° instead of 320°).

[0139] Calculate the interpolation angle: The reference heading angle of the projection point = the heading angle of A + Δθ × k, and the result is reserved to one decimal place (for example, if the heading angle of A is 30°, the heading angle of B is 40°, Δθ = 10°, and k = 0.4, then the interpolation angle = 30° + 10° × 0.4 = 34.0°).

[0140] The error range of the interpolated heading angle is ±0.1° to ±0.3°, which is affected by the distance between A and B and the angle difference (the smaller the distance and the angle difference, the lower the error).

[0141] The lateral offset refers to the vertical distance from the actual track point to the reference path. Based on the forward direction of the reference path, the offset to the left is positive and the right is negative, and the value range is ±0 to ±50 meters (set according to the channel width, for example, a narrow channel allows ±10 meters and open water allows ±50 meters).

[0142] When calculating, it is necessary to ensure that the distance is the shortest distance perpendicular to the reference path, rather than the straight-line distance, to avoid errors caused by path bending (for example, the straight-line distance between the actual point and the reference point on a curved path may be large, but the vertical offset is small).

[0143] The difference between the actual heading angle and the reference heading angle of the lateral offset, clockwise deviation is positive and counterclockwise is negative, and the value range is ±0 to ±10° (exceeding 10° may trigger an alarm, and the threshold for small ships is more strict, such as ±5°).

[0144] If the absolute value of the difference exceeds 180°, it is automatically converted to an equivalent small angle (for example, the actual 350° and the reference 10°, the deviation is -20° instead of 340°).

[0145] Because the lateral offset (unit: meter) and the heading deviation (unit: degree) have different dimensions, they need to be standardized to the same magnitude first; the lateral offset is converted to a dimensionless value of ±0 to ±10 according to the maximum allowable offset of the channel (such as ±50 meters) (for example, 50 meters corresponds to 10 and 10 meters corresponds to 2); the heading deviation directly uses the original angle value (±0 to ±10°) to ensure that the numerical ranges of the two are the same.

[0146] The weights are adjusted in three tiers based on real-time speed:

[0147] High-speed navigation (>15 knots): Heading deviation has a greater impact on path tracking, with a heading weight of 60% and a lateral deviation weight of 40% (e.g., at high speed, a 1° heading deviation is equivalent to a 0.67-meter lateral deviation); Medium-speed navigation (5-15 knots): Weights are evenly distributed, each accounting for 50%; Low-speed navigation (<5 knots): The ship has low inertia, so lateral deviation needs more attention, with a lateral deviation weight of 60% and a heading deviation weight of 40% (e.g., at low speed, a 1-meter lateral deviation is equivalent to a 1.5° heading deviation).

[0148] For the normalized lateral offset and heading deviation values, calculate the weighted values ​​according to the current weights and then sum them. For example, at high speed, if the lateral offset is 8 meters (normalized value 1.6) and the heading deviation is 3°, then the cooperative deviation = 1.6 × 40% + 3 × 60% = 0.64 + 1.8 = 2.44; at low speed, if the lateral offset is 8 meters (normalized value 1.6) and the heading deviation is 3°, then the cooperative deviation = 1.6 × 60% + 3 × 40% = 0.96 + 1.2 = 2.16.

[0149] By coordinating the calculation of lateral and heading deviations, the degree to which the vessel deviates from the reference path is reflected, avoiding the one-sidedness of a single-dimensional assessment. The weights adjust with speed to match the control requirements of different navigation scenarios; at high speeds, heading correction is prioritized to prevent yaw from worsening, while at low speeds, lateral position control is emphasized to ensure channel centering. The clearly defined deviation range provides quantitative data for the central control system, supporting operations such as autopilot adjustment and manual warnings, thereby improving navigation safety and path tracking accuracy.

[0150] In a preferred embodiment of the present invention, if the cooperative steering deviation exceeds a preset cooperative deviation threshold, a general dynamic point set convex hull update algorithm generates a real-time safe navigation boundary; based on the spatial relationship between the cooperative steering deviation and the real-time safe navigation boundary, hydraulic pressure correction parameters and rudder angle compensation are calculated, including:

[0151] After filtering outliers based on the ship position point set, the minimum convex hull polygon is calculated to obtain the basic boundary. Then, the vertex coordinates are updated by merging with the safety boundary vertices of the previous time window to generate the real-time safe navigation boundary.

[0152] Based on the cooperative steering deviation, the actual track point coordinates are extracted, the shortest distance to the real-time safe navigation boundary is calculated to generate the boundary proximity value, and the angle between the actual track point deviation direction and the nearest tangent of the boundary is calculated to generate the boundary angle value.

[0153] The pressure compensation strength coefficient is calculated based on the ratio of the boundary proximity value to the preset safety threshold, hydraulic pressure correction parameters are generated, and the rudder angle compensation amount is calculated based on the direction and magnitude of the boundary angle value.

[0154] In this embodiment of the invention, the set of ship position points (including the most recent 1-5 minute track points, 60-300 points) is processed as follows: For each point, the 5 nearest points with adjacent timestamps are selected, and the average distance from the point to these 5 points is calculated; then the overall average distance of all points is calculated (usually 3-8 meters). If the average distance of a point exceeds 2-3 times the overall average distance (e.g., if the overall average is 5 meters, it exceeds 10-15 meters), it is determined to be an outlier and is removed; after filtering, the effective point set is retained, with a retention rate of 80%-95% (which may be as low as 70% under extreme weather conditions).

[0155] The filtered point set is sorted by latitude and longitude coordinates, and the easternmost, westernmost, northernmost, and southernmost points are identified as initial vertices. Points that can form the outer perimeter of the convex shape are then added gradually (e.g., if a point is outside an existing edge, it is included as a vertex), eventually forming a convex polygon with 5 to 20 vertices. The boundary range must cover all valid points, with a width of ±50 to ±200 meters (±50 to ±100 meters for small ships and ±100 to ±200 meters for large ships) and a length of ±100 to ±500 meters (increasing proportionally with the sailing time window).

[0156] Take the safe boundary vertices from the previous time window (e.g., 1 minute ago) (the number is the same as the current basic boundary), and calculate the new vertex coordinates by weighting them according to the ratio of "70% weight of the current vertex + 30% weight of the previous vertex" (for example, if the current vertex longitude is 120.5° and the previous vertex longitude is 120.4°, the new coordinates are 120.5°×70%+120.4°×30%=120.47°). After the update, the vertex coordinate deviation is controlled within ±1 to ±3 meters, and the final boundary is 5 to 10 meters larger than the basic boundary (5 meters for small ships and 10 meters for large ships) to ensure safety redundancy.

[0157] Extract the latitude and longitude coordinates of the actual flight path point, traverse each edge of the real-time safety boundary (the line connecting adjacent vertices of the convex hull), and calculate the perpendicular distance from the point to each edge (if the perpendicular line from the point to the edge intersects the edge, take the length of the perpendicular line; if they do not intersect, take the distance to the nearest vertex). The minimum value is the proximity value, in meters, ranging from 0 to 50 meters (0 indicates the point is on the boundary, and 50 meters is the safe value for being far from the boundary). For example, if the distances from the point to the three edges are 5 meters, 8 meters, and 10 meters, the proximity value is 5 meters.

[0158] The deviation direction is the vector direction from the projection point on the preset reference path to the actual track point (e.g., if the projection point is in the north and the actual point is in the northeast, the direction is northeast); the tangent direction of the nearest edge is the direction of extension of the edge from the starting point to the ending point (e.g., if the edge is from the northwest to the southeast, the tangent direction is southeast); the angle formed by the two is the boundary angle value, clockwise is positive and counterclockwise is negative, with a value range of ±0 to ±90° (0° indicates the same direction, 90° indicates the actual point is directly facing the boundary).

[0159] Preset safety thresholds are set according to different scenarios: 10 meters for narrow channels (such as bridge areas and estuaries) and 30 meters for open waters (such as the ocean). The ratio of the boundary proximity value to the safety threshold is calculated (e.g., 0.8 for a proximity of 8 meters in a narrow channel). The pressure compensation strength coefficient is equal to this ratio (range 0.3 to 1.0; if the ratio is lower than 0.3, it is calculated as 0.3 to avoid overcorrection). The hydraulic pressure correction parameter is the product of the coefficient and the rated working pressure, with a value range of ±5% to ±20% of the rated pressure (e.g., ±0.75 to ±3MPa for a rated pressure of 15MPa), and the direction is consistent with the deviation direction (if deviating to the left, the port side hydraulic pressure is increased).

[0160] The compensation direction is opposite to the direction of the boundary angle (if the angle is positive, it means clockwise deviation, and the rudder angle compensates in the counterclockwise direction); the compensation range increases linearly with the increase of the angle value: when the angle is ±30°, small ships compensate ±3° and large ships ±1.5°; when the angle is ±60°, small ships compensate ±6° and large ships ±3°; when the angle increases to ±90°, the compensation range reaches the maximum value of ±10° (small ships) or ±5° (large ships), with a value range of ±0 to ±10°, ensuring that the track deflects away from the boundary after compensation.

[0161] By fusing historical and current data in real time through a convex hull update algorithm, the boundary dynamically adjusts with the vessel's position, avoiding the lag of static boundaries and improving safety in complex waters. Quantitative calculations based on boundary proximity and angle directly link hydraulic pressure and rudder angle adjustments to the degree of danger, preventing over- or under-correction. By proactively detecting and compensating for boundary approach risks in advance, the probability of vessels deviating from their course or colliding with boundaries is reduced.

[0162] In a preferred embodiment of the present invention, the hydraulic pressure correction parameters are converted into pressure regulation commands to drive the hydraulic system's pressure adaptive regulation mechanism to perform a compensatory steering action, including:

[0163] The hydraulic pressure correction parameters are standardized to generate a pressure regulation reference value, and the rudder angle compensation is discretized and sampled to generate a time series compensation angle value, resulting in an integrated compensation parameter set that includes both.

[0164] The time-series compensation angle values ​​are converted into rudder angle displacement rate curves; the pressure regulation reference values ​​are bound to the rate curves by timestamps; and a time-space synchronized compensation command package is generated.

[0165] The compensation command package extracts the gradient value of the real-time change in the rudder angle displacement rate, and generates a dynamic pressure compensation amount by matching the gradient value with the preset correspondence between the displacement gradient and the pressure correction parameter. This is then superimposed on the pressure reference value in the command package to generate the final hydraulic drive command set.

[0166] The hydraulic drive command set controls the opening of the hydraulic valves according to the time sequence, adjusts the hydraulic pump pressure to the real-time set value, and completes the compensated steering action.

[0167] In this embodiment of the invention, the hydraulic pressure correction parameter (±5% to ±20% of the rated pressure) is converted into a reference value with a unified unit, retaining two decimal places (e.g., when the rated pressure is 15MPa, +20% corresponds to 3.00MPa, and -5% corresponds to -0.75MPa), with a value range of ±0.3 to ±3MPa (converted based on a rated pressure of 15MPa), to ensure that the parameter format is consistent for different ships.

[0168] Discretization sampling of rudder angle compensation:

[0169] The rudder angle compensation amount (±0 to ±10°) is discretized and sampled at 0.1-second intervals to generate a time series of compensation angle values ​​(e.g., a 5-second compensation process includes 50 sampling points); the angle value of each sampling point is retained to one decimal place, and the angle change between adjacent points does not exceed ±1° (to avoid abrupt changes, ±1° is allowed for small ships, and ±0.5° for large ships).

[0170] The standardized pressure regulation reference value and the discretized time series compensation angle value are aligned by timestamp to form an integrated compensation parameter set. Each timestamp (accurate to milliseconds) corresponds to a set of parameters (pressure reference value + compensation angle value), and the sequence length is 50 to 100 sets (corresponding to a compensation process of 5 to 10 seconds).

[0171] rudder angle displacement rate curve conversion:

[0172] The time-series compensation angle value is used to calculate the rate (unit: degrees / second) based on the angle difference between adjacent points and the time interval (0.1 seconds), generating a continuous rate curve. The rate range is ±1 to ±10° / second (maximum ±10° / second for small ships, ±5° / second for large ships), and the curve is smooth without jumps (adjacent rate difference ≤ ±2° / second).

[0173] The pressure regulation reference value is copied in time series (each timestamp corresponds to the same reference value, or is finely adjusted according to the trend of the rate curve, with fluctuation ≤ ±0.2MPa), and is strictly bound to each timestamp of the rudder angle displacement rate curve (time difference ≤ 10 milliseconds), forming a triplet containing "timestamp + pressure reference value + rate value", which is combined into a compensation command package for spatiotemporal synchronization.

[0174] Extracting the gradient value of rate change:

[0175] The real-time gradient of the rudder angle displacement rate (i.e., the ratio of the difference between adjacent rate values ​​to the time interval) is calculated from the compensation command package. The unit is degrees / second², and the value range is ±0.5 to ±5 (the gradient is larger for small ships, up to ±5; for large ships ≤ ±2). Positive values ​​indicate an increase in rate, and negative values ​​indicate a decrease in rate.

[0176] Table of Preset Gradient Values ​​and Pressure Compensation Amounts: Gradient ±1° / second 2 The corresponding compensation is ±0.1MPa, ±3° / s², which corresponds to ±0.3MPa, ±5° / s². 2 The corresponding pressure is ±0.5MPa (linear correspondence); the dynamic compensation is obtained by matching the real-time gradient value and superimposed on the pressure reference value (e.g., reference value 2.0MPa + dynamic compensation 0.3MPa = 2.3MPa). The final pressure value range of the hydraulic drive command set is ±0.5~±3.5MPa (including dynamic compensation).

[0177] The hydraulic drive command set is sent to the hydraulic system in a time sequence (one command every 0.1 seconds). Each command corresponds to the target opening degree (0~100%) of the hydraulic valve. The opening degree is linearly related to the pressure set value (e.g., 3MPa corresponds to 60% opening degree, 5MPa corresponds to 100%). The opening degree adjustment accuracy is ±2% (ensuring that the pressure control error is ≤±0.1MPa).

[0178] The hydraulic pump adjusts the output pressure in real time according to the valve opening. The response time from the current pressure to the command set value is 0.5 to 2 seconds (0.5 seconds for small boats and 2 seconds for large boats). The fluctuation range after the pressure stabilizes is ≤ ±0.05MPa, ensuring that the steering gear rotates smoothly according to the compensation command and completes the steering correction.

[0179] The time-space-bound compensation command package ensures strict synchronization between hydraulic pressure and rudder angle movement, avoiding steering lag or overshoot caused by time differences and improving correction accuracy. Through rate gradient matching and dynamic pressure compensation, the hydraulic drive force can be adjusted in real time according to the speed of the steering action, providing greater pressure during rapid turns and reducing energy consumption during slow corrections, balancing response speed and economy. Precise control of valve opening and strict limitation of pressure fluctuations ensure smooth, shock-free rudder movements, reducing mechanical wear and ensuring the safety of the ship's steering process.

[0180] like Figure 2 As shown, embodiments of the present invention also provide a combined fleet steering coordination system based on intelligent control, comprising:

[0181] The data acquisition module is used by main propulsion ships to collect real-time navigation environment perception data and target steering angle commands, and generate global steering control commands for the fleet.

[0182] The receiving module is used to receive the fleet's global steering control commands and generate distributed hydraulic steering control signals for each barge and auxiliary function vessel using pre-stored ship steering sequence logic and rudder angle allocation algorithm.

[0183] The execution module is used to drive the hydraulic drive servo to perform steering angle displacement according to the received distributed hydraulic servo control signal and through the preset servo action timing trigger.

[0184] The feedback module is used to collect ship position data through the ship's onboard sensors based on the steering angle displacement, generate a set of ship position points, and send them back to the central control system.

[0185] The calculation module is used by the central control system to calculate the cooperative steering deviation between the actual trajectory and the preset reference path based on the ship's position point set.

[0186] The adjustment module is used to generate a real-time safe navigation boundary using a general dynamic point set convex hull update algorithm if the cooperative steering deviation exceeds a preset cooperative deviation threshold; calculate hydraulic pressure correction parameters and rudder angle compensation based on the spatial relationship between the cooperative steering deviation and the real-time safe navigation boundary; and convert the hydraulic pressure correction parameters into pressure adjustment commands to drive the hydraulic system's pressure adaptive adjustment mechanism to perform compensatory steering actions.

[0187] It should be noted that this system is a system corresponding to the above method. All implementation methods in the above method embodiments are applicable to this embodiment and can achieve the same technical effect.

[0188] Embodiments of the present invention also provide a computing device, including: a processor and a memory storing a computer program, wherein the computer program, when executed by the processor, performs the method described above. All implementations in the above method embodiments are applicable to this embodiment and can achieve the same technical effects.

[0189] Embodiments of the present invention also provide a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described above. All implementations in the above method embodiments are applicable to this embodiment and can achieve the same technical effects.

[0190] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A coordinated steering method for a combined fleet based on intelligent control, characterized in that, The method includes: Step 1: The main propulsion-powered ship collects real-time navigation environment perception data and target steering angle commands to generate global steering control commands for the fleet. Step 2: Receive the fleet global steering control command. Using pre-stored ship steering sequence logic and rudder angle allocation algorithm, generate distributed hydraulic steering control signals for each barge and auxiliary vessel. This includes: the central control system extracts the target steering angle parameter from the fleet global steering control command; based on the extracted target steering angle and fleet configuration identifier, retrieves the pre-stored ship steering sequence logic, matches the steering sequence rules and ship spacing influence coefficients applicable to the current steering scenario; based on the steering sequence rules, calculates the baseline start-up sequence of each barge and auxiliary vessel in the fleet steering sequence; based on the ship spacing influence coefficient, calculates the baseline rudder angle ratio coefficient of each vessel relative to the main propulsion vessel; processes the ratio coefficient using the pre-stored rudder angle allocation algorithm to generate the actual relative steering angle command value associated with the baseline start-up sequence; based on the relative steering angle command value, generates the target rudder angle displacement and hydraulic pressure baseline value through a preset hydraulic control parameter conversion relationship, generating a distributed hydraulic steering control signal set. Step 3: Based on the received distributed hydraulic servo control signal, drive the hydraulic servo to perform steering angle displacement through the preset servo action timing trigger. Step 4: Based on the steering angle displacement, the ship's position data is collected by the sensors on board the ship to generate a set of ship position points and then transmitted back to the central control system. Step 5: The central control system calculates the cooperative steering deviation between the actual trajectory and the preset reference path based on the ship's position point set. Step 6: If the cooperative steering deviation exceeds a preset cooperative deviation threshold, the general dynamic point set convex hull update algorithm generates a real-time safe navigation boundary. Based on the spatial relationship between the cooperative steering deviation and the real-time safe navigation boundary, the hydraulic pressure correction parameters and rudder angle compensation are calculated, including: after filtering outliers based on the ship's position point set, the minimum convex hull polygon is calculated to obtain the basic boundary, and then the vertex coordinates are updated by merging with the safe boundary vertices of the previous time window to generate the real-time safe navigation boundary; the actual track point coordinates are extracted based on the cooperative steering deviation, the shortest distance to the real-time safe navigation boundary is calculated to generate the boundary proximity value, and the angle between the deviation direction of the actual track point and the nearest tangent of the boundary is calculated to generate the boundary angle value; the pressure compensation intensity coefficient is calculated based on the ratio of the boundary proximity value to the preset safety threshold, the hydraulic pressure correction parameters are calculated, and the rudder angle compensation is calculated based on the direction and magnitude of the boundary angle value; the hydraulic pressure correction parameters are converted into pressure adjustment commands to drive the hydraulic system's pressure adaptive adjustment mechanism to perform the compensation steering action.

2. The method for coordinated steering of a combined fleet based on intelligent control according to claim 1, characterized in that, Based on the received distributed hydraulic servo control signal, the hydraulically driven servo is driven to perform steering angle displacement via a preset servo action timing trigger, including: The hydraulic steering gear control signal is analyzed, the target rudder angle displacement and hydraulic pressure reference value of the ship are extracted, and the target rudder angle displacement is input into the preset steering gear action timing trigger to calculate the accurate start time and expected time profile of the hydraulic steering gear action. The expected time profile is used to generate a rudder angle displacement command sequence through a rudder action timing trigger. Based on the rudder angle displacement change rate and target displacement contained in the rudder angle displacement command sequence, and combined with the hydraulic pressure reference value, a real-time hydraulic pressure setpoint is generated through a preset hydraulic pressure adaptive mapping relationship. Based on the rudder angle displacement command sequence and the real-time hydraulic pressure setpoint, a hydraulic rudder drive command package is generated. According to the rudder angle displacement requirement at each time point in the command package and the corresponding real-time hydraulic pressure setpoint, the output of the hydraulic valve and hydraulic pump is controlled to drive the hydraulic cylinder to move. The linear motion of the hydraulic cylinder is converted into the rotational motion of the rudder blade through the rudder handle mechanism to execute the target rudder angle displacement.

3. The method for coordinated steering of a combined fleet based on intelligent control according to claim 2, characterized in that, Based on the steering angle displacement, the ship's position data is collected by onboard sensors to generate a set of ship position points, which is then transmitted back to the central control system, including: Based on the steering angle displacement, the ship's multi-source position sensors are triggered to collect the ship's real-time raw position and attitude data. Based on the original position and attitude data, a preset multi-sensor data fusion algorithm is invoked to sequentially perform time synchronization alignment, filtering and noise reduction, and data fusion processing to generate the ship's current geographical location coordinates and heading angle. Based on the geographical coordinates and heading angle, a timestamp is bound to generate ship position points with spatiotemporal attributes; the ship position points are then processed to obtain a sequence of ship position points arranged in order of timestamps; If the accumulated number of ship position points reaches the end of the data collection time window, all position points in the sequence are organized to obtain a ship position point set; the ship position point set is then transmitted back to the central control system in real time through the shipborne communication network.

4. The method for coordinated steering of a combined fleet based on intelligent control according to claim 3, characterized in that, The central control system calculates the coordinated steering deviation between the actual trajectory and the preset reference path based on the ship's position point set, including: The central control system receives and parses the set of ship position points, extracts the geographical coordinates and heading angle information of each ship position point in the set, which is arranged in order by timestamp, and generates a time series track point set of the ship's actual motion trajectory. Based on the time series track point set, the central control system uses the spline curve fitting method to generate a smooth continuous curve between adjacent track points, and reconstructs the actual navigation trajectory of the ship during the turning operation. Based on the actual navigation trajectory, each actual track point is matched with its nearest projection point and reference heading angle on the preset reference path; the lateral offset is obtained by calculating the vertical distance between the actual track point and the projection point based on the projection point; and the heading deviation is generated by calculating the angle difference between the actual heading angle and the reference heading angle. The lateral offset and heading deviation at the same moment are weighted and summed to generate the single-moment coordinated steering deviation.

5. The method for coordinated steering of a combined fleet based on intelligent control according to claim 4, characterized in that, The hydraulic pressure correction parameters are converted into pressure regulation commands, driving the hydraulic system's pressure adaptive regulation mechanism to perform compensated steering actions, including: The hydraulic pressure correction parameters are standardized to generate a pressure regulation reference value, and the rudder angle compensation is discretized and sampled to generate a time series compensation angle value, resulting in an integrated compensation parameter set that includes both. The time-series compensation angle values ​​are converted into rudder angle displacement rate curves; the pressure regulation reference values ​​are bound to the rate curves by timestamps; and a time-space synchronized compensation command package is generated. The compensation command package extracts the real-time gradient value of the rudder angle displacement rate, and generates a dynamic pressure compensation amount by matching the gradient value with the preset correspondence between the displacement gradient and the pressure correction parameter. This is then superimposed on the pressure reference value in the command package to generate the final hydraulic drive command set. The hydraulic drive command set controls the opening of the hydraulic valves according to the time sequence, adjusts the hydraulic pump pressure to the real-time set value, and completes the compensated steering action.

6. A combined fleet steering coordination system based on intelligent control, the system implementing the method as described in any one of claims 1 to 5, characterized in that, include: The data acquisition module is used by main propulsion ships to collect real-time navigation environment perception data and target steering angle commands, and generate global steering control commands for the fleet. The receiving module is used to receive the fleet's global steering control commands and generate distributed hydraulic steering control signals for each barge and auxiliary function vessel using pre-stored ship steering sequence logic and rudder angle allocation algorithm. The execution module is used to drive the hydraulic drive servo to perform steering angle displacement according to the received distributed hydraulic servo control signal and through the preset servo action timing trigger. The feedback module is used to collect ship position data through the ship's onboard sensors based on the steering angle displacement, generate a set of ship position points, and send them back to the central control system. The calculation module is used by the central control system to calculate the cooperative steering deviation between the actual trajectory and the preset reference path based on the ship's position point set. The adjustment module is used to generate a real-time safe navigation boundary using a general dynamic point set convex hull update algorithm if the cooperative steering deviation exceeds a preset cooperative deviation threshold. Based on the spatial relationship between the cooperative steering deviation and the real-time safe navigation boundary, the hydraulic pressure correction parameters and rudder angle compensation are calculated; the hydraulic pressure correction parameters are converted into pressure adjustment commands to drive the hydraulic system's pressure adaptive adjustment mechanism to perform compensatory steering actions.

7. A computing device, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the one or more processors to implement the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program that, when executed by a processor, implements the method as described in any one of claims 1 to 5.

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